Vehicle having multiple driving positions

ABSTRACT

Vehicles, steering systems, and steering assemblies of a vehicle are provided in the present disclosure. According to one embodiment, a steering system includes a track oriented substantially in a side-to-side direction with respect to the vehicle. The side-to-side direction may be substantially horizontal with a ground surface and substantially perpendicular with a forward-facing direction of the vehicle. The steering system also includes a steering wheel adapted to slide laterally along the track. In another embodiments, the present disclosure provides a vehicle comprising a steering wheel assembly adapted to be positioned in laterally variable locations with respect to the vehicle, whereby the steering wheel assembly is further adapted to enable a driver to manually operate the vehicle from a left-hand side of the vehicle and from a right-hand side of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

The present disclosure is a continuation (CON) of co-pending U.S. patentapplication Ser. No. 16/359,201, filed on Mar. 20, 2019, and entitled“VEHICLE HAVING MULTIPLE DRIVING POSITIONS,” the contents of which areincorporated in full by reference herein.

TECHNICAL FIELD

The present disclosure is generally directed to the automotive field.More particularly, the present disclosure relates to steering assembliesin which a steering wheel of a vehicle can be moved to multiplepositions for manual operation, in both manufacturing and use contexts.

BACKGROUND

Currently, vehicles can be manufactured for use in various countrieswhere rules and policies may differ. For example, in some countries,vehicles are driven on the right side of the road, and, in othercountries, vehicles are driven on the left side of the road. For use incountries where vehicles are driven on the right side of the road,vehicles are typically manufactured with a steering wheel on the leftside of the vehicle. Conversely, in countries where vehicles are drivenon the left side of the road, vehicles are typically manufactured withthe steering wheel on the right side of the vehicle.

Furthermore, in the field of vehicle manufacturing, a considerableamount of research and development has been focused recently on thetechnology of autonomous vehicles (AVs), which may also be referred toas automatic driving vehicles (ADVs), self-driving cars, or driverlessvehicles. The Society of Automotive Engineers (SAE) has developed a wayto define the different levels of driving autonomy in which a vehiclecan be controlled. For example, Level 0 is defined as a fully-humanoperated mode where a human driver controls all aspects (e.g., steering,accelerating, braking, etc.) of vehicle operation, although this levelmay also include automated systems that can issue warnings for assistingthe human driver. On the opposite end of the spectrum, Level 5 isdefined as a fully-automated mode in which no human intervention isneeded. In fact, Level 5 can sometimes be defined as a robotic taxi modeor a mode where the vehicle can be driven automatically even withouthuman passengers. In some cases, a Level 5 vehicle may be manufacturedwithout a steering wheel or other human interfacing control devices.

Levels 1-4 of the SAE automation definitions include variouscombinations of human and computer-controlled operation. Level 1involves human control, but may include some automated assistance, suchas cruise control, parking assistance, lane keeping assistance, etc.Level 2 is defined as an automated mode where an automated system cantake full control of the vehicle (e.g., steering, accelerating, braking,etc.), but the driver is usually required to be “eyes on” at all timesin order to intervene when necessary. Level 3 is a mode where the humandriver can he “eyes off” and the automated system can control thevehicle. The driver may intervene within some limited time to provideinput in Level 3. Level 4 is a mode where the human driver can be “mindoff” and the automated system can control the vehicle fully. In thismode, human control may be non-existent or limited to certainconditions, such as for driving in undefined spatial areas, for makinghuman decisions in traffic jam conditions, etc.

Thus, there are numerous ways that vehicles can be manufactured intoday's market to account for a number of different driving scenarios.For example, when operating the vehicle in a human-controlled mode(e.g., Levels 0-2), a driver can be positioned either on the left orright side of the vehicle depending on the rules of the country in whichthe vehicle is being driven. If a vehicle is configured for use in moreautomated modes (e.g., Levels 3-5), the steering wheel, accelerator, andbrake pedal may not necessarily be used on a regular basis by a humandriver, and in some situations, a human may not necessarily be seated ina conventional driving position.

Therefore, there is a need for flexibility in the design ofmanual-driving positions within a vehicle to accommodate the variousdriving scenarios mentioned above. Also, there is a need for a vehicledesign that can allow this flexibility in a way that is convenient, easyto operate, and safe for the driver and passengers.

SUMMARY

Accordingly, the present disclosure includes vehicles and steeringassemblies allowing a steering wheel to be positioned at multiplelateral positions for control by a human operator. In one embodiment, asteering system of a vehicle is provided, whereby the steering systemincludes a track oriented substantially in a side-to-side direction withrespect to the vehicle. The side-to-side direction may be defined asbeing substantially horizontal with a ground surface and substantiallyperpendicular with a forward-facing direction of the vehicle. Thesteering system further includes a steering wheel adapted to slidelaterally along the track.

According to another embodiment, a vehicle is defined by a front/backaxis substantially oriented in a forward-facing direction. The vehiclemay include a lateral track arranged substantially along a lateral axisperpendicular with the front/back axis of the vehicle. The vehicle mayalso include a steering wheel assembly adapted to slide laterally alongthe lateral track.

According to yet another embodiment, the present disclosure furtherprovides a vehicle having a steering wheel assembly adapted to bepositioned in laterally variable locations with respect to the vehicle.The steering wheel assembly may be further adapted to enable a driver tomanually operate the vehicle from at least a left-hand side of thevehicle or a right-hand side of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure is directed to various embodiments illustratedand described herein with reference to the various drawings, in whichlike reference numbers are used to denote like system or assemblycomponents/methods or algorithm steps. The illustrated components of thevarious systems are not necessarily drawn to scale.

FIG. 1 is a diagram showing a forward-facing view of an inside of avehicle having a steering assembly with a laterally movable steeringwheel positioned for a left-hand steering mode, according to variousembodiments of the present disclosure;

FIG. 2 is a diagram showing a forward-facing view of the inside of thevehicle having the steering assembly shown in FIG. 1 with the laterallymovable steering wheel positioned for a right-hand steering mode,according to various embodiments;

FIG. 3 is a diagram showing a forward-facing view of the inside of thevehicle having the steering assembly shown in FIG. 1 with the laterallymovable steering wheel positioned in a center location for autonomousdriving, according to various embodiments;

FIG. 4 is a diagram showing a top view of a floor mat for a vehicle, thefloor mat having an acceleration activator device and decelerationactivator device formed therein, according to various embodiments;

FIG. 5 is a diagram showing a top view of a floor panel of a vehicle,the floor panel being used in association with the floor mat of FIG. 4,according to various embodiments;

FIG. 6A is a diagram showing a top view of another floor mat having anacceleration activator device and deceleration activator device formedtherein, according to various embodiments;

FIG. 6B is a diagram showing a view of an acceleration activator deviceand a separated deceleration activator device, according to variousembodiments;

FIG. 7 is a diagram showing a top view of another floor panel of avehicle, the floor panel being used in association with the floor mat ofFIG. 6A or the acceleration activator device and deceleration activatordevice of FIG. 6B, according to various embodiments;

FIG. 8 is a diagram showing a side view of a steering assembly having adisplay device attached to a steering column housing of the steeringassembly, according to various embodiments;

FIG. 9 is a diagram showing a front view of the steering assembly ofFIG. 8, according to various embodiments;

FIG. 10 is a diagram showing a forward-facing view of the inside of thevehicle of FIGS. 1-3 having an airbag system used in association withthe steering assembly shown in FIGS. 1-3, according to variousembodiments;

FIG. 11 is a diagram showing a partial cross-sectional side view of asteering assembly having a gear shifting device attached to a steeringcolumn housing of the steering assembly, according to variousembodiments;

FIG. 12 is a diagram showing a front view of the steering assembly ofFIG. 11, according to various embodiments;

FIG. 13 is a diagram showing a forward-facing view of a vehicle havingtwo fixed manual steering stations, according to various embodiments;

FIG. 14 is a diagram showing a forward-facing view of a vehicle havingmultiple manual steering stations and laterally movable seats, accordingto various embodiments;

FIG. 15 is a diagram showing a top view of a laterally movable gearshifting device for use in association with the vehicle of FIG. 14,according to various embodiments.

DESCRIPTION OF EMBODIMENTS

According to the present disclosure, various embodiments are describedin which a steering wheel can be moved to a left-hand side of thevehicle, a right-hand side of the vehicle, and locations therebetween.This allows a vehicle to be operated (or manufactured) in differentcountries where driving rules may be different (e.g., where a vehicle isdriven on the right side of the road or on the left side of the road).

Also, with the flexibility of driving positions or manual steeringstations for a human driver, the steering assemblies described in thepresent disclosure may be configured for use with automated systems thatat least partially control the operations (e.g., steering, accelerating,braking, etc.) of the vehicle. The steering wheel of the steeringassemblies described herein can be moved out of the way for theseautomated driving conditions.

In addition to steering wheel positioning, the vehicles described in thepresent disclosure may also include other vehicle equipment that can bemoved to different positions to allow a human driver to operate thevehicle from these various manual steering stations. For example, if thesteering wheel is moved to a left side of the vehicle for use by adriver in the left front seat, movable acceleration and brake controlsmay also be moved to a left side of a front floor panel so that thedriver can also control the acceleration and deceleration of the vehicleas needed. Other equipment, as mentioned in more detail below, may alsobe movable within the vehicle to keep these additional vehiclecomponents in or near an established driver station.

The embodiments of the present disclosure thereby provide greatflexibility in the positioning of driver stations or manual steeringstations to allow the driver to safely operate the vehicle when thevehicle is in a human-controllable mode. Another advantage is that whenthe vehicle is operated in a mode that is primarily automated, thecontrols can be moved away from human passengers to improve the comfortof the passengers, although the controls can still be accessed from anysuitable position when they are needed, such as if the vehicle ismanually driven in an off-road scenario, manually driven into a bay orother work area where repairs, oil changes, etc. can be performed on thevehicle, and/or other situations where human involvement may be needed.

For example, the control systems (e.g., steering systems, accelerationsystems, and braking systems) may be configured as “drive-by-wire”systems, wherein the systems include manual activation elements (e.g.,steering wheel, acceleration activator, deceleration activator, etc.),but these elements may not necessarily be directly connected tomechanical components for controlling the vehicle. Instead of a directconnection to mechanical actuators, the manual activation elements mayprovide electrical output signals that can be communicated through adedicated system of electrical conductors or via a wirelesscommunication protocol. These electrical output signals can therefore becommunicated to associated mechanical actuators that are configured toperform the physical operations that control the vehicle.

Although the embodiments of the present disclosure are described forhuman driving scenarios where the driver is positioned in a front seatof the vehicle, it should be noted that the controls can be positionedanywhere on the vehicle. Thus, a driver may be able to control thesteering, accelerating, and braking from any position within theinterior of the vehicle or even outside the vehicle.

FIG. 1 illustrates a forward-facing view of an inside of a vehicle 10according to some embodiments. The vehicle 10 in this embodimentincludes a steering assembly 12 or steering system having a laterallymovable steering wheel 14. In FIG. 1, the steering wheel 14 ispositioned for operation in a left-hand steering scenario to establish aleft-side manual-steering station. The left-hand steering scenario orleft-side manual-steering station may be defined as a mode where thesteering wheel 14 is positioned generally on a left side (i.e., portside) of the vehicle 10 for operation by a driver positioned in aleft-hand seat on the front, left side of the interior of the vehicle10. The left-hand steering mode is normally associated with vehiclesused in countries where vehicles are driven on the right side of theroad.

In addition to the steering wheel 14, the steering assembly 12 includesa track 16 formed in a dashboard 18. The track 16 may be arranged in asubstantially horizontal manner with respect to a ground plane on whichthe vehicle 10 rests. The track 16 may also be arranged substantially ina direction from one side of the vehicle 10 to the other (e.g., aleft-to-right direction). Thus, the track 16 may lie generally along apath or near an axis that is substantially perpendicular to aforward-facing direction of the vehicle 10. In some embodiments, thetrack 16 may be oriented along a straight line, a curved path, or anysuitable path between the left side (i.e., port side) of the vehicle 10and the right side (i.e., starboard side) of the vehicle 10.

Therefore, the track 16 allows the steering wheel 14 and associatedcomponents of the steering assembly 12 to be moved along its path toposition the steering wheel 14 according to various modes ormanual-driving stations. The steering wheel 14 can be moved during avehicle manufacturing process and set at a predetermined position forleft-hand or right-hand modes. However, according to other embodiments,the steering wheel 14 can be moved by a user after a vehiclemanufacturing or vehicle purchasing event for after-market arrangementof the steering assembly 12.

Also shown in FIG. 1 is a center console 20 having, among other things,a gear shifting device 22. The gear shifting device 22 allows a driverin a manual or semi-manual mode to shift gears of the vehicle 10. Aspositioned on the center console 20, the gear shifting device 22 may beadapted to be utilized by a driver in the left-hand driving mode or in aright-hand driving mode.

Depending the type of vehicle 10 in which the steering assembly 12 ofthe present disclosure is incorporated, the gear shifting device 22 mayhave various configurations. For example, if the vehicle 10 has a manualtransmission, the gear shifting device 22 may include a gear shiftingshaft that is adapted to be moved in an up/down and side-to-side manner.For an automatic transmission, the gear shifting device 22 may have amore linear shifting movement and may include park (“P”), reverse (“R”),neutral (“N”), and drive (“D”) gears. In some embodiments of vehicleswith automatic transmission, the gear shifting device 22 may furtherinclude specific gear numbers (e.g., 4, 3, 2, etc.). In the left-handdriving mode as shown in FIG. 1, the driver may normally use his or herright hand to change gears using the gear shifting device 22. In aright-hand driving mode as shown in FIG. 2, the driver may normally usehis or her left hand to change gears.

The vehicle 10 may further be adapted to include a display panel 24positioned at a back end of the dashboard 18 next to a front windshield26 or windscreen. The display panel 24 may be adapted to include lightemitting diodes (LEDs), a liquid crystal display (LCD), lamps, or othersuitable light and image display elements for visually communicatingnumerous types of information to the driver. For example, the displaypanel 24 may be adapted to show the operational conditions of thevehicle 10, side views of the vehicle 10, a rear view from a rear-facingcamera, maps, etc.

In other embodiments (such as the embodiments described below withrespect to FIGS. 8 and 9), all or parts of the information displayed onthe display panel 24 may alternatively be displayed on other displaydevices. According to the embodiment of FIG. 1, the display panel 24 maybe arranged in a rear-facing direction with respect to the vehicle 10 inorder to face the driver.

The display panel 24 may include a left rear-view image 28 on a left endof the display panel 24 and a right rear-view image 30 on a right end ofthe display panel 24. The left rear-view image 28 may be adapted to showan image that might normally be seen by the driver when viewing aconventional rear-view mirror located outside the vehicle 10 on a frontportion of the left front door. The right rear-view image 30 may beadapted to show an image that might normally be seen by the driver whenviewing a conventional rear-view mirror located outside the vehicle 10 afront portion of the right front door. The vehicle 10 may includerear-facing cameras positioned where the conventional rear-view mirrorsmay normally be located to capture the images that are displayed as theleft and right rear-view images 28, 30 displayed on the display panel24. The left and right rear-view images 28, 30, according to someembodiments, may be adapted to be displayed on the display panel 24 atthe same place (i.e., at the far left and far right ends of the displaypanel 24).

The instrument panel display 32 may have any suitable configuration fordisplaying certain types of information to the driver. For example, theinstrument panel display 32 may include graphical images of variousgauges and/or may include the actual gauges or sensors. The instrumentpanel display 32 may include a speedometer 34 (or image of aspeedometer), a tachometer 36 (or image of a tachometer), a fuel gauge38 (or image of a fuel gauge), an engine temperature gauge 40 (or imageof an engine temperature gauge), etc. In some embodiments, theinstrument panel display 32 may be adapted to display fewer or moregauges/sensor that what is shown in FIG. 1. For example, the instrumentpanel display 32 may further include a time display, an outsidetemperature display, a battery charge gauge, and/or other displays.

According to some embodiments related to displaying images thatrepresent actual gauges and sensors, the display panel 24 may be adaptedto display the instrument panel display 32 at different locations on thedisplay panel 24. Particularly, the display panel 24 may be adapted todisplay the image of the instrument panel display 32 in a locationbehind the positioning of the steering wheel 14. Thus, if the steeringwheel 14 is positioned on the left-hand side of the vehicle 10, asillustrated in FIG. 1, the instrument panel display 32 may be showndirectly behind the steering wheel 14 to increase the driver'svisibility of the instrument panel display 32.

The display panel 24 may also include one or more additional displays 42thereon. For example, some configurations of additional displays 42 mayinclude road maps, directions, compass indications, directionalinstructions, etc. for communicating driving instructions to the driverfor driving to a particular destination. In some embodiments, anadditional display 42 may include cellular or mobile phone information.Another additional display 42 may include information regarding weatherconditions or a weather forecast for the vicinity of the vehicle 10and/or the conditions (e.g., temperature) of one or more areas withinthe passenger cabin of the vehicle 10.

FIG. 2 illustrates another forward-facing view of the inside of thevehicle 10 of FIG. 1. In this drawing, the steering assembly 12 is shownwith the laterally movable steering wheel 14 positioned on the track 16in the dashboard 18 for a right-hand steering mode. The right-handsteering mode may be defined as a mode where the steering wheel 14 ispositioned generally on a right side (i.e., starboard side) of thevehicle 10 for operation by a driver positioned in a right, front seatof the vehicle 10. In this mode, the manual-driving station isestablished at the right side of the vehicle 10. The right-hand steeringmode or right-side manual-driving station is normally associated withvehicles used in countries where vehicles are driven on the left side ofthe road.

The gear shifting device 22 on the center console 20 in the right-handdriving mode shown in FIG. 2 allows a driver in a manual-driving orsemi-manual-driving mode to shift gears of the vehicle 10, typicallyusing the driver's left hand. As mentioned above, the gear shiftingdevice 22 may include other alternative shifting mechanics and gearchoices according to other embodiments.

Also, as shown in FIG. 2, the display panel 24 may further include theinstrument panel display 32 displayed at a position that is behind thepositioning of the steering wheel 14 on the right side of the track 16.Thus, when the vehicle 10 is manually operated by driver at a right-handposition, the instrument panel display 32 may be shown on the right sideof the display panel 24 directly behind or near the steering wheel 14 toincrease the driver's visibility of the instrument panel display 32. Theone or more additional displays 42 may be rearranged on the displaypanel 24 with respect to the arrangement shown in FIG. 1 to accommodatethe positioning of the instrument panel display 32.

FIG. 3 shows another forward-facing view within the vehicle 10 with thesteering wheel 14 of the steering assembly 12 arranged in a centerposition. For example, if the vehicle 10 is equipped for usage as aself-driving or autonomous vehicle (AV) in a completely or partiallyautomatic mode, the steering wheel 14 can be moved out of the way ofpassengers in the front left seat or front right seat of the vehicle 10.When configured as an AV, the vehicle 10 may be adapted such that thetrack 16 and/or dashboard 18 enable the steering wheel 14 to collapse orfold down and be hidden away within the dashboard 18.

The arrangement shown in FIG. 3 may also be used in a vehicle that has acenter front seat, a bench seat in the front row of the vehicle 10, or alaterally movable seat that can be positioned in a center position(e.g., as described with respect to FIG. 14 below). Also, with thepossibility of operating the vehicle 10 from a center position, as ispossible with the implementations of the steering assembly 12 describedin the present disclosure, the center console 20 of the vehicle 10, asshown in FIGS. 1 and 2, may be omitted, thus giving thecenter-positioned driver adequate leg room and allowing the driver tooperate pedals or other suitable acceleration activator devices anddeceleration activator devices on a floor panel of the vehicle 10 (e.g.,as described with respect to FIGS. 4-7).

The vehicle 10 may furthermore be adapted, as illustrated in FIG. 3,such that the display panel 24 includes the instrument panel display 32shown at a central position behind the steering wheel 14 location. Thus,when the vehicle 10 is manually operated by a driver from this centralposition, the instrument panel display 32 can be easily viewed by thedriver. Also, in this arrangement, the display panel 24 may one or moreadditional displays 42 positioned on the left side of the instrumentpanel display 32 and/or one or more additional displays 42 positioned onthe right side of the instrument panel display 32.

According to some embodiments, the steering wheel 14 may include one ormore selectors 44 or other type of selection components for allowing thedriver to select a level of autonomy for driving the vehicle. Forexample, the selectors 44 may allow the driver to select any level fromLevel 0 through Level 5 of the SAE definition of autonomous drivingmodes, depending on the modes that are available on the vehicle 10.Other selections can be made using selectors 44.

Therefore, according to some embodiments, the vehicle 10 may be equippedwith the track 16 oriented substantially in a side-to-side directionwith respect to the vehicle 10. The side-to-side direction may bedefined as a substantially horizontal direction with respect to a groundsurface on which the vehicle 10 rests and may be substantiallyperpendicular with a forward-facing direction of the vehicle 10. Inaddition to the track 16, the vehicle 10 may also include the steeringwheel 14 adapted to slide laterally along the track 16.

The vehicle 10 can be operated in a first mode or a second mode, thefirst mode being defined as a fully human-operated mode and the secondmode being defined as a driver-assisted mode, autonomous mode, automaticdriving mode, self-driving mode, or driverless mode. When operated inthe second mode, the steering wheel 14 may be adapted to be fixed in acenter position (FIG. 3) along the track 16. Also, in the second mode,the steering wheel 14 may be adapted to be collapsed under theinstrument panel or dashboard 18 of the vehicle 10.

In some embodiments, the vehicle 10 may further comprise the displaypanel 24 positioned adjacent to the dashboard 18. The display panel 24may be adapted to display an instrument panel image 32 at a position onthe display panel 24 corresponding to the positioning of the steeringwheel 14 along the lateral track 16. The instrument panel image 32 mayinclude at least one operational condition of the vehicle (e.g., speed34 of the vehicle, engine speed 36 in revolutions per minute, fuel level38, engine temperature 40, etc.).

Regarding the embodiments of the steering assembly 12 with a laterallymovable steering wheel 14, as described above and illustrated in FIGS.1-3, the vehicle 10 may further be adapted to include additional vehicleequipment used in conjunction with the steering assembly 12 forestablishing manual-driving stations at different locations. Forexample, by allowing a driver to manually operate the vehicle 10 fromvarious lateral positions within the vehicle 10, other vehicle systems(e.g., for controlling the acceleration and deceleration of the vehicle10) may also have the capability of being moved as needed.

The vehicles systems described below may allow positioning at variouspositions during manufacture and then may be permanently fixed atcertain locations. In alternative embodiments, the vehicle systemsdescribed below may be repositionable by a user in an after-marketscenario. Thus, the user may be able to move the vehicle systems toaccommodate various driving modes for driving from a left-hand position,from a right-hand position, or from a center position. Also, in someembodiments of the steering assembly 12 described above and the variousvehicle systems described below, numerous manual-driving stations can beestablished at any position between a far-left position and a far-rightposition.

FIG. 4 shows a top view of an embodiment of a floor mat 50 for a vehiclehaving a steering assembly that allows a steering wheel to be positionedat multiple lateral (i.e., side-to-side) locations. In this embodiment,the floor mat 50 includes an acceleration activator device 52 and adeceleration activator device 54 formed in the floor mat 50.

The acceleration activator device 52 may be adapted as an acceleratorpedal, a pressure sensitive pad, a hydraulically actuated sensor, apneumatically actuated sensor, or any other suitable type of pedal, pad,or sensor for receiving a pressure input applied by a driver (e.g.,using the driver's foot or feet) to the pedal, pad, or sensor. Inaddition to the mechanical aspects of the acceleration activator device52 for receiving the pressure input, the acceleration activator device52 may also include mechanical and/or electrical outputs to control thepower applied to an engine or motor of the vehicle to cause the vehicleto accelerate.

Likewise, the deceleration activator device 54 may also be adapted inany suitable form as a pedal, pressure sensitive pad, hydraulic system,pneumatic system, sensor, etc. The deceleration activator device 54 isalso capable of detecting a pressure input and is associated withmechanical vehicle systems (e.g., brake system, electric motor systemfor converting kinetic energy into electrical energy, or otherdeceleration systems) to enable the vehicle to slow down or stop.

According to various embodiments, the acceleration activator device 52and deceleration activator device 54 may be configured as drive-by-wiredevices that utilize electrical signals to transmit control instructionsto various mechanical actuators that may be used to increase or decreasethe speed of the vehicle. These drive-by-wire devices may be defined as“accelerate-by-wire” and “decelerate-by-wire” devices for acceleratingand braking.

FIG. 5 illustrates a top view of a portion of a floor panel 60 of avehicle in which the floor mat 50 of FIG. 4 may be used. The floor panel60 may include communication spots where the acceleration activatordevice 52 and deceleration activator device 54 can transmit sensedpressure signals. The communication spots of the floor panel 60 mayinclude a row of electrically conductive contacts or wireless receiversfor communicating with the controllers 52, 54.

An acceleration signal receiver 62 is configured to receive electricalsignals (e.g., wirelessly or via electrical conductors) from theacceleration activator device 52 in a continuous manner. While receivingon-going acceleration signals based on the current amount of pressuresensed by the acceleration activator device 52, the acceleration signalreceiver 62 may be adapted to continually transmit the accelerationsignals to a carburetor or other fuel controlling device of an internalcombustion engine or to a controller for increasing the power to anelectrical motor (i.e., when the vehicle is configured as an electric orhybrid vehicle).

Additionally, the floor panel 60 may include a deceleration signalreceiver 64, which may be adapted to receive electrical signals (e.g.,wirelessly or via electrical conductors) from the deceleration activatordevice 54 in a continuous manner. While receiving the on-goingdeceleration signals, the deceleration signal receiver 64 may beconfigured to transmit instructions to associated braking systems and/orother deceleration systems for slowing or stopping the vehicle.

As illustrated in FIG. 5, the acceleration signal receiver 62 anddeceleration signal receiver 64 may be arranged in pairs along the floorpanel 60. For example, a first pair of receivers 62, 64 may beincorporated into the floor panel 60 on its left side to define aposition (e.g., left side manual-driving station) that allows the floormat 50 to be positioned in a left-side position where a driver of thevehicle in the left-hand driving mode may operate the vehicle. Also, ata right side of the floor panel 60, a second pair of receivers 62, 64may be incorporated into the floor panel 60 to define a position thatallows the floor mat 50 to be positioned in a right-side position wherea driver of the vehicle in the right-hand driving mode may operate thevehicle. As is also shown in FIG. 5, other receivers may be incorporatedin the floor panel 60 in between the left-side and right-side positionsfor allowing the floor mat 50 to be positioned at various lateralpositions along the floor panel 60.

In some embodiments, the receivers 62, 64 may be adapted such that eachcan be capable of receiving signals from either one of the accelerationactivator device 52 or deceleration activator device 54. As such, asignal may be communicated between the controllers 52, 54 and receivers62, 64 indicating whether the controller 52, 54 is adapted to monitoracceleration or deceleration in order that the receivers will know whattype of signal is being received.

The acceleration activator device 52 and deceleration activator device54 may include electrical contacts on the underside of the floor mat 50that correspond with electrical contacts on the floor panel 60 to enableelectrical communication between the activator devices 52, 54 andreceivers 62, 64. In addition to electrical contacts, the underside ofthe floor mat 50 and the top of the floor panel 60 may include lockingand/or positioning members for enabling the floor mat 50 to be properlyaligned with the floor panel 60 such that the electrical contacts can beengaged. The locking and/or positioning members may includecorresponding snaps, corresponding magnets, or other members forenabling proper alignment and connection between the mat 50 and floorpanel 60. The receivers 62, 64 are also adapted to include electricalcircuitry configured to communicate acceleration and decelerationsignals to appropriate electromechanical actuators.

FIG. 6A shows another embodiment of a floor mat 70 having anacceleration activator device 72 and a deceleration activator device 74formed therein. The acceleration activator device 72 and decelerationactivator device 74 in this embodiment may be adapted to include thesame or similar pressure sensing components as the respective activatordevices 52, 54 described with respect to FIG. 4. However, thisembodiment may differ from the embodiment of FIG. 4 in that the floormat 70 may further include electrical conductors 76, 78 for electricallycommunicating acceleration and deceleration signals respectivelyobtained by the activator devices 72, 74. The ends of the conductors 76,78 may include electrical connectors 80, 82, respectively, configured toconnect the controllers 72, 74 to electrical circuitry of the vehiclethat can receive the control signals and providing actuationinstructions to corresponding mechanical and/or electrical systems forincreasing or decreasing the vehicle speed. In order to avoid anydiscrepancy between the identity of the acceleration and decelerationcontrols, the connectors 80, 82 may have different connectioncharacteristics such that only the acceleration activator device 72 cancommunicate with corresponding acceleration systems of the vehicle andonly the deceleration activator device 74 can communicate withcorresponding deceleration systems of the vehicle.

FIG. 6B shows an alternative embodiment whereby an accelerationactivator device 86 and a deceleration activator device 88 are notincorporated within a floor mat (e.g., floor mats 50, 70). According tothis embodiment, the acceleration activator device 86 and decelerationactivator device 88 may be adapted as separately movable parts and canbe arranged at any suitable positions on the floor panel of the vehicle.In an arrangement similar to the embodiment of FIG. 6A, the controllers86, 88 may also include electrical conductors 90, 92 for electricallycommunicating signals indicative of pressure sensitive inputs from thedriver. The ends of the conductors 90, 92 may respectively also includeelectrical connectors 94, 96 (e.g., which may be adapted to includedifferent form factors to avoid confusing acceleration and decelerationsignals). The connectors 94, 96 may be adapted for connection withcorresponding connectors on the vehicle.

FIG. 7 illustrates a top view of another embodiment of a floor panel 100of a vehicle. In this embodiment, the floor panel 100 may be adapted tobe used in a vehicle in association with the floor mat 70 of FIG. 6Aand/or with the activators 86, 88 of FIG. 6B. The floor panel 100 mayinclude a first compatible electrical connector 102 for connection withthe acceleration activator devices 72, 86 via connectors 80, 94 and asecond compatible electrical connector 104 for connection with thedeceleration activator devices 74, 88 via connectors 82, 96.

A first pair of connectors 102, 104 is shown at a left side of the floorpanel 100 to accommodate a driver configured to operate the vehicle froma left-hand side of the vehicle. Another pair of connectors 102, 104 isshown at a right side of the floor panel 100 to accommodate a driverconfigured to operate the vehicle from a right-hand side of the vehicle.In some embodiments, the floor panel 100 may include additional pairs ofconnectors 102, 104 for allowing foot-actuated acceleration anddeceleration controls from essentially any lateral position in thevehicle.

Therefore, a manual-driving station (i.e., where a driver anddriving-control equipment are positioned) can be established atpractically any lateral location along a side-to-side direction of thevehicle. In some embodiments, the steering wheel 14 of the steeringassembly 12 described with respect to FIGS. 1-3 may be oriented first ata desired position to establish the driver station. Then, the variousembodiments of the foot-actuated acceleration and decelerationactivators as described with respect to FIGS. 4-7 can be positionedaccording to the established driver station as defined by the positionof the steering wheel 14. Of course, these systems can be set up in anyorder to define the driver stations.

FIG. 8 is a side view showing an embodiment of a steering assembly 110,wherein the steering assembly 110 includes a display device 112 attachedto a steering column housing 114 of the steering assembly 110. In someembodiments, the display device 112 may be connected to the steeringcolumn housing 114 via bracket member 116. The bracket member 116 mayinclude a rotational element 117 allowing the user to tilt the displaydevice 112 in forward or backward directions.

The steering assembly 110 may be connected to a dashboard 118 of thevehicle via a track (not shown in FIG. 8) to allow side-to-side movement(i.e., into or out of the page of FIG. 8). Thus, the user can arrange asteering wheel 120 of the steering assembly 110 in a desired lateralposition. With the side-to-side variable positioning of the steeringwheel 120, the display device 112 may be adapted as an instrument panelhaving actual gauges and/or sensors or in other embodiments may beadapted to display images mimicking an instrument panel. Thus,regardless of the position of the steering wheel 120, the driver can seethe operational conditions of the vehicle (e.g., speed, engine speed,fuel level, etc.) displayed by the display device 112 that moves alongwith the steering wheel 120.

The steering column housing 114 may include a shaft for enabling thesteering wheel 110 to be rotated. The shaft may include structure toallow the steering wheel 120 to have the feel of a rack and pinionsteering system, even though the steering assembly 110 may be asteer-by-wire device. As a steer-by-wire assembly, the steering columnhousing 114 may include electromechanical elements for sensing therotation of the steering wheel 120 and provide electrical signals thatcan be communicated to steering actuators for turning the wheels of thevehicle 10. In some embodiments, the electrical signals may becommunicated to the steering actuators via the track or electricalcontacts within the track.

In some embodiments, the steering assembly 110 may include a lockingdevice 122. The locking device 122 may be adapted to lock the steeringcolumn housing 114 and/or a runner (e.g., the runner 168 described belowwith respect to FIG. 11) at a fixed position along the lateral track 16.The locking device 122 may include levers and/or other components forwedging or applying a locking component in or against the track 16 ordashboard 118.

FIG. 9 is a diagram showing a front view of the steering assembly 110 ofFIG. 8, according to various embodiments. In this embodiment, thedisplay device 112 may be adapted as an instrument panel including aspeedometer or speed indicator, tachometer, fuel gauge, temperaturegauge, power gauge, gear indicator, and/or other indicators or gauges.According to other embodiments, the display device 112 may include feweror more indicators or gauges as shown in FIG. 9. Since the bracket 116may be connected directly to the steering column housing 114, whichmoves along with the steering wheel 120, the display device 112 maylikewise be moved correspondingly such that the display device 112 willbe in position with respect to the established manual-driving station,thereby allowing the driver to easily see the operationalcharacteristics of the vehicle from the driver's position at anymanual-driving station.

By incorporating the display device 112 on the steering column housing114, as described with respect to FIGS. 8 and 9, the instrument paneldisplay image 32 shown in FIG. 1 may not be needed. Therefore, thedisplay device 112 shown in FIGS. 8 and 9 can supplement or replace allor parts of the display device 24 shown in FIG. 1.

FIG. 10 shows an inside view of the vehicle 10 of FIG. 1 and illustratesan embodiment of an airbag system 130 used in association with alaterally movable steering assembly (e.g., the steering assembly 12 ofFIG. 1, the steering assembly 110 of FIGS. 8-9, etc.). The airbag system130 may be adapted to include multiple airbags arranged throughout thevehicle 10. In this embodiment, the airbag system 130 may include a leftroof-mounted airbag 132, a center roof-mounted airbag 133, and a rightroof-mounted airbag 134 arranged in a roof 136 of the vehicle 10. Theairbag system 130 may further include a left dashboard-mounted airbag138, a center dashboard-mounted airbag 140, and a rightdashboard-mounted airbag 142 arranged in the dashboard 18 of the vehicle10. Also, the airbag system 130, according to some embodiments, mayinclude a steering wheel mounted airbag 144 arranged in the steeringwheel 14.

The airbag system 130 may include control circuitry for detecting theposition of the steering wheel 14 along the lateral track 16 to therebydefine the manual-driving station. In this embodiment, three driverstations may be defined, but in other embodiments, more or fewer driverstations may be defined, based for instance on the number andpositioning of the airbags. The three driver stations as depicted inFIG. 10 may include a left driver station, a center driver station, anda right driver station, whereby the steering wheel 14 can be fixed in aleft-hand position, a center position, or a right position. The controlcircuitry of the airbag system 130 may be configured to deploy certainairbags based on the mode of operation or on the driver stationestablished.

Thus, the airbag system 130 may be adapted to deploy certain airbags inthe event of a vehicle collision that would normally trigger one or moreairbags. For example, in the left manual-driving station mode, the leftroof-mounted airbag 132, left dashboard-mounted airbag 138, and/or thesteering wheel mounted airbag 144 may be deployed in response to acollision event. For the center driver station mode, the centerroof-mounted airbag 133, center dashboard-mounted airbag 140, and/or thesteering wheel mounted airbag 144 may be deployed in response to thecollision event. Also, for the right driver station mode, the rightroof-mounted airbag 134, right dashboard-mounted airbag 142, and/or thesteering wheel mounted airbag 144 may be deployed in response to thecollision event. Other deployment strategies may be used by the airbagsystem 130 according to the positioning of these or additional airbags.

FIG. 11 illustrates a side view of an embodiment of a steering assembly150 shown partially in cross-section and FIG. 12 is a diagram showing afront view of the steering assembly 150 of FIG. 11. In the embodimentillustrated in FIGS. 11 and 12, the steering assembly 150 may include asteering wheel 152 that may be moved laterally or side-to-side along atrack in a dashboard. Because of the variable positioning of thesteering wheel in the lateral direction, the driver may at times berequired to shift gears from the established manual-driving station.Therefore, the steering assembly 150 may include a gear shifting device154 attached to a steering column housing 156 of the steering assembly150. As such, the gear shifting device 154 may be adapted to move alongwith the steering wheel 152 so that the driver operating the vehicle canshift gears as needed. The steering column housing 156 may also includea gear indicator 158 for indicating the gear in which the vehiclecurrently resides.

Also shown in FIG. 11 is a track system 160, which may be used in any ofthe various embodiments of the steering assemblies (e.g., the steeringassembly 12 shown in FIG. 1, the steering assembly 110 of FIGS. 8-9,and/or the steering assembly 150 of FIG. 11). Regardless, the tracksystem 160 in this embodiment may include a track 162, which may besimilar to track 16 shown in FIGS. 1-3, arranged in a lateral directionwithin the vehicle. The track system 160 may also include a runner 164configured to slide within a chamber 166 of the track 162. The runner164 may also act as a counter-weight for balancing the weight of thesteering column housing 156 and steering wheel 152. To allow easymovement of the steering wheel 152 in the lateral direction, the chamber166 may include grease or oil to reduce friction with the runner 164. Tofurther reduce friction, the runner 164 and/or the chamber 166 mayinclude ball bearings.

The track system 160 may further include an arm 168 that extends fromthe runner 164 to the steering column housing 156. The inside of thetrack 162 may also be greased to reduce friction with the arm 168. Also,the track 162 and/or arm 168 may include ball bearings to further reducefriction.

The end of the arm 168 of the track system 160 may include a hinge 170for allowing the steering wheel 152 to be tilted forward or backwardaccording to the driver's preferences. When tilted at a desired angle,the steering wheel 152 can be locked at a desired angle using anysuitable locking device. Also, when the steering wheel 152 has beenpositioned along the track 162 at a desired or predetermined lateralposition, the steering assembly 150 may further include another lockingdevice (e.g., the locking device 122 shown in FIG. 8) for locking thesteering wheel 152 at that position to give the steering wheel 152stability during use and prevent the steering wheel 152 frominadvertently moving away from the desired position or manual-drivingstation.

FIG. 13 is a diagram showing a forward-facing view from behind a frontrow of seats of a vehicle 180 configured with a laterally movablesteering wheel. In this embodiment, the vehicle 180 may include a leftfront seat 182 and a right front seat 184, wherein the seats 182, 184are securely mounted to the floor 186 of the vehicle 180. Thus, the leftfront seat 182 may be considered as defining a left driver station formanually driving the vehicle 180 from the left-hand side and the rightfront seat 184 may be considered as defining a right driver station formanually driving the vehicle 180 from the right-hand side. A centerposition may be used for AV modes.

According to some embodiments, the vehicle 180 may be adapted to includea center console 188 having a gear shifting device 190. The gearshifting device 190 may be positioned such that a driver in either oneof the driver stations may operate the gear shifting device 190. Thus,the gear shifting device 190, along with the seats 182, 184 may have afixed position within the vehicle 180.

FIG. 14 shows an alternative embodiment of a vehicle 200 having alaterally movable steering wheel. The vehicle 200 is shown in FIG. 14from a forward-facing view from behind a front row of seats. In thisembodiment, the vehicle 200 may include a left front seat 202 and aright front seat 204. However, according to this embodiment, one or bothof the seats 202, 204 may be adapted to be moved side-to-side andpositioned at various lateral locations within the vehicle 200.According to some alternative embodiments, the seats 202, 204 may bereplaced by a bench seat that extends from one side of the interior ofthe vehicle 200 to the other.

The floor 206 of the vehicle 200 may include a seat track 208 mountedthereon. The seat track 208 may define a substantially horizontal paththat may be substantially parallel to the track (e.g., track 16, 162) onwhich the steering wheel (e.g., steering wheel 14, 120, 152) is adaptedto slide. The left front seat 202 may include a sliding base 210configured to enable the left front seat 202 to be moved in the lateraldirection along the seat track 208. Likewise, the right front seat 204may include a sliding base 212 configured to enable the right front seat204 to be moved in the lateral direction along the seat track 208. Theseat track 208 may be adapted in some embodiments as two or more tracksfor enabling lateral movement of two or more seats.

According to various embodiments, the vehicle 200 may be constructedwithout a center console, such as the center console 20 shown in FIG. 1or the center console 188 shown in FIG. 13. Instead, the vehicle 200 maybe equipped with a laterally slidable center console and/or laterallyslidable gear shifting device (e.g., as described with respect to FIG.15) for allowing the driver, regardless of the lateral position of thedriver station, to be able to arrange a gear shifting device at adesired location for easy use.

As further described with respect to FIG. 14, the vehicle 200 may be alarge vehicle, such as a truck, bus, recreational vehicle (RV), camper,etc. In this respect, if the vehicle 200 includes sufficient space inthe front row of seats, a third seat may be installed in between theleft seat 202 and right seat 204. Thus, the two or more seats may beadapted to slide laterally to position the seats with respect to theestablished manual-driving station. In some embodiments, there may beadequate space along the seat track 208 that at least one of the leftand right seats 202, 204 can be positioned at any location between afar-left position and a far-right position. Thus, any number of possibledriver stations can be established.

Similar to the act of fixing or locking the steering wheel 14, 120, 152with respect to the track 16, 162 along which it can slide, the slidingbases 210, 212 may include locking device to lock the seats 202, 204 inplace once they have been properly positioned along the seat track 208to correspond with the positioning of the steering wheel. For example,the sliding bases 210, 212 may include one or more locking deviceshaving levers, ratchet members, and/or other components for wedging orapplying a locking member in or against the seat track 208 and/or floor206.

FIG. 15 shows a diagram illustrating a top view of an embodiment of alaterally movable gear shifting assembly 220, which may be used inassociation with the vehicle 200 of FIG. 14. In this embodiment, thelaterally movable gear shifting assembly 220 may include a console 222adapted with a gear shifting device 224. The console 222, and therebythe gear shifting device 224 may be moved laterally along a shiftertrack 226. Thus, the console 222 may include any suitable releasemechanism to allow the console 222 to move along the shifter track 226and/or a locking mechanism to lock the console 222 in place once it ispositioned at a desired location along the shifter track 226. Theshifter track 226 may be oriented in a sliding direction along the floor206 of the vehicle 200, whereby the sliding direction may besubstantially parallel to the seat track 208, line of receivers 62, 64,and/or steering wheel tracks 16, 162, such that the steering wheels,acceleration activators, deceleration activators, seats, and gearshifting devices, can be moved side-to-side essentially in a unitarymanner.

The gear shifting device 224 may include a handle 228 having a button230. When the button 230 is pressed, the driver can shift gears bymoving the handle 228 along a gear track 232 to set positionsrepresenting various gears, such as P, R, N, D, 4, 3, and 2. Fewer,more, or other gears may be included, depending on the vehicle. Becauseof the movability of the gear shifting device 224, the handle 228 maynot be connected directly to mechanical actuators for shifting gears.Instead, the gear shifting device 224 may electrically sense theposition of the handle 228 and electrically send signals toelectromechanical devices for actuating the shifting of gears. Thus, thegear shifting device 224 may be adapted as a “shift-by-wire” device. Inthis respect, the vehicles and steering assemblies described in thepresent disclosure may include several systems that include electricalcontrol activation elements, such that these activation elements areused in scenarios involving one or more of “steer-by-wire,”“accelerate-by-wire,” “brake-by-wire,” and “shift-by-wire.”

Therefore, when a driver seat (e.g., seats 202, 204) has been moved to adesired position according to a determined driver station location, theconsole 222 and gear shifting device 224 may also be moved to enable thedriver to easily reach the gear shifting device 224 to shift gears asneeded. The positioning of the driver seat (i.e., seat 202 or seat 204)and the positioning of the gear shifting device 224 may be coordinatedwith the positioning of the steering wheel (e.g., steering wheel 14,120, or 152) of the various steering assemblies (e.g., steering assembly12, 110, or 150) described in the present disclosure. The coordinatedpositioning of the steering wheel, driver seat, and gear shifting devicemay further be coordinated with the positioning of the accelerationactivator device (e.g., acceleration activator device 52, 72, or 86) andthe deceleration activator device (e.g., deceleration activator device54, 74, or 88). The driver stations can therefore be established by thecoordinated lateral positioning of these various components for drivingthe vehicle in a manual mode at any desired location.

Although the present invention is illustrated and described herein withreference to preferred embodiments and specific examples thereof, itwill be readily apparent to those of ordinary skill in the art thatother similar embodiments and examples can perform similar functionsand/or achieve like results. All such equivalent or similar embodimentsand examples should be considered as being within the spirit and scopeof the present invention, are contemplated thereby, and are intended tobe covered by the following non-limiting claims.

What is claimed is:
 1. A pedal system of a vehicle, the pedal systemcomprising: one or more of an acceleration activator device and adeceleration activator device comprising a pressure sensitive pad thatis adapted to be disposed in or on one of a floor mat and a floorcomponent of the vehicle in a location coincident with a steering wheelassembly of the vehicle, wherein each of the acceleration activatordevice and deceleration activator device is electrically coupled to anassociated acceleration controller or deceleration controller.
 2. Thepedal system of claim 1, wherein the one or more of the accelerationactivator device and the deceleration activator device adapted to bemovable between multiple of a center position, a left-hand position, anda right-hand position in the vehicle coincident with the steering wheelassembly of the vehicle.
 3. The pedal system of claim 1, wherein the oneor more of the acceleration activator device and the decelerationactivator device comprises a combination acceleration and decelerationdevice comprising the pressure sensitive pad.
 4. The pedal system ofclaim 1, wherein the steering wheel assembly is part of a steeringsystem comprising: a track assembly formed in a dashboard of the vehicleand oriented in a side-to-side orientation with respect to the vehicle,the side-to-side orientation being horizontal with respect to a groundsurface and perpendicular with respect to a forward-facing direction ofthe vehicle, wherein the steering wheel assembly is movably coupled tothe track assembly and adapted to slide laterally from side to sidealong the track assembly and be fixed in multiple of a center position,a left-hand position, and a right-hand position along the trackassembly; and a display panel positioned on the dashboard and having awidth traversing a length of the dashboard corresponding to at least alength of the track assembly comprising a reconfigurable instrumentpanel display positionable within the display panel in multiple of thecenter position, the left-hand position, and the right-hand positionalong the track assembly corresponding to the steering wheel assembly.5. The pedal system of claim 4, wherein fixing the steering wheelassembly in the left-hand position enables a driver to manually operatethe vehicle from the left-hand side of the vehicle and fixing thesteering wheel assembly the right-hand position enables the driver tomanually operate the vehicle from the right-hand side of the vehicle. 6.The pedal system of claim 4, wherein the steering wheel assembly isadapted to be fixed in all of the center position, the left-handposition, and the right-hand position.
 7. The pedal system of claim 4,wherein the steering wheel assembly is adapted to be moved laterallyfrom side to side along the track assembly one of during manufacture andafter manufacture.
 8. The pedal system of claim 4, wherein the vehicleis adapted to be operated in a first mode or a second mode, the firstmode being defined as a fully human-operated mode and the second modebeing defined as a driver-assisted mode, autonomous mode, automaticdriving mode, self-driving mode, or driverless mode.
 9. The pedal systemof claim 8, wherein, when operated in the second mode, the steeringwheel assembly is adapted to be fixed in the center position along thetrack assembly.
 10. The pedal system of claim 9, wherein the steeringwheel assembly is adapted to be collapsed under and extended from aninstrument panel of the vehicle.
 11. A vehicle defining a front/backaxis substantially oriented in a forward-facing direction, the vehiclecomprising: a pedal system comprising one or more of an accelerationactivator device and a deceleration activator device comprising apressure sensitive pad that is adapted to be disposed in or on one of afloor mat and a floor component of the vehicle in a location coincidentwith a steering wheel assembly of the vehicle, wherein each of theacceleration activator device and deceleration activator device iselectrically coupled to an associated acceleration controller ordeceleration controller.
 12. The vehicle of claim 11, wherein the one ormore of the acceleration activator device and the deceleration activatordevice adapted to be movable between multiple of a center position, aleft-hand position, and a right-hand position in the vehicle coincidentwith the steering wheel assembly of the vehicle.
 13. The vehicle ofclaim 11, wherein the one or more of the acceleration activator deviceand the deceleration activator device comprises a combinationacceleration and deceleration device comprising the pressure sensitivepad.
 14. The vehicle of claim 11, wherein the steering wheel assembly ispart of a steering system comprising: a track assembly formed in adashboard of the vehicle and oriented in a side-to-side orientation withrespect to the vehicle, the side-to-side orientation being horizontalwith respect to a ground surface and perpendicular with respect to aforward-facing direction of the vehicle, wherein the steering wheelassembly is movably coupled to the track assembly and adapted to slidelaterally from side to side along the track assembly and be fixed inmultiple of a center position, a left-hand position, and a right-handposition along the track assembly; and a display panel positioned on thedashboard and having a width traversing a length of the dashboardcorresponding to at least a length of the track assembly comprising areconfigurable instrument panel display positionable within the displaypanel in multiple of the center position, the left-hand position, andthe right-hand position along the track assembly corresponding to thesteering wheel assembly.
 15. The vehicle of claim 14, wherein fixing thesteering wheel assembly in the left-hand position enables a driver tomanually operate the vehicle from the left-hand side of the vehicle andfixing the steering wheel assembly the right-hand position enables thedriver to manually operate the vehicle from the right-hand side of thevehicle.
 16. The vehicle of claim 14, wherein the steering wheelassembly is adapted to be fixed in all of the center position, theleft-hand position, and the right-hand position.
 17. The vehicle ofclaim 14, wherein the steering wheel assembly is adapted to be movedlaterally from side to side along the track assembly one of duringmanufacture and after manufacture.
 18. The vehicle of claim 14, whereinthe vehicle is adapted to be operated in a first mode or a second mode,the first mode being defined as a fully human-operated mode and thesecond mode being defined as a driver-assisted mode, autonomous mode,automatic driving mode, self-driving mode, or driverless mode.
 19. Thevehicle of claim 14, further comprising a gear shifting device coupledto the steering wheel assembly, the gear shifting device enabling adriver to shift gears of the vehicle.
 20. The vehicle of claim 14,further comprising an airbag system coupled to the steering wheelassembly, wherein, during a collision event, the airbag system isadapted to deploy one or more airbags based on the positioning of thesteering wheel assembly along the lateral track assembly.